KR20180054774A - Train control device - Google Patents

Abstract

A train control device of an embodiment includes a storage unit, a detection unit, a deceleration ratio calculating unit, an adjusting unit, and a control command calculating unit. The storage section stores deceleration information indicating the deceleration of the train when the brake is applied in response to the brake command. The detection unit detects the speed of the train. The deceleration rate calculating unit calculates the deceleration of the train speed detected by the detecting unit and the deceleration indicated by the deceleration information corresponding to the brake command at a predetermined time while the brake is applied in accordance with the brake command, The deceleration degree indicating the difference between the deceleration indicated by the deceleration information and the actual deceleration of the train is calculated based on the value of the deceleration. The adjusting section adjusts the deceleration information used when calculating the brake command in accordance with the deceleration rate calculated by the deceleration rate calculating section. The control command calculating section calculates the brake command of the train so that the train stops at the target position based on the deceleration information and the position and speed of the train.

Description

Train control device

An embodiment of the present invention relates to a train control device.

In recent years, there has been a tendency to introduce a device for performing a stop control for stopping a train at a target position such as a station. This makes it possible to reduce the burden on the driver, reduce the labor cost due to the one-man operation, and stop the engine at the target position without regard to the skill of the driver.

Information on the deceleration characteristic of the train (deceleration characteristic model) is used when the exact stop control is performed, but the deceleration characteristic of the train tends to fluctuate depending on the individual difference or environmental factors. Therefore, a technique for adjusting the deceleration characteristic model in accordance with the deceleration characteristic of the train has been proposed.

Japanese Patent Application Laid-Open No. 2006-74876

However, in the prior art, the deceleration characteristic model is adjusted by comparing the deceleration of the brake command with the prescribed deceleration corresponding to the brake command by holding the brake command for a certain period of time to stabilize the deceleration and then decelerating the deceleration. Therefore, if the deceleration characteristic of the air brake after the changeover is changed to a stronger side, if the brake command is held for a predetermined time, the speed is excessively lower than the remaining distance to the target position, Or it may be possible to extend the time until stopping at the target position by advancing the remaining stroke (s) at a low speed.

However, if the break command is started to be weakened at the time when the short stop is predicted from the position and the speed of the train, the brake command can not be maintained until the deceleration corresponding to the brake command is stabilized and the deceleration characteristic model is not adjusted And the brake command is calculated on the basis of the deceleration characteristic model in which the actual deceleration characteristic and the deviation occur. For this reason, there has been a problem that an appropriate brake command can not be calculated and the accuracy of the stop position is deteriorated.

An object of the present invention is to provide a train control device that prevents deterioration of the stop position accuracy and ride comfort even when the deceleration characteristic is varied by detecting the change of the deceleration characteristic immediately after the brake command change or the major change The purpose is to provide.

A train control device of an embodiment includes a storage unit, a detection unit, a deceleration ratio calculating unit, an adjusting unit, and a control command calculating unit. The storage section stores deceleration information indicating the deceleration of the train when the brake is applied in response to the brake command. The detection unit detects the speed of the train. The deceleration rate calculating unit calculates the deceleration of the train speed detected by the detecting unit and the deceleration indicated by the deceleration information corresponding to the brake command at a predetermined time while the brake is applied in accordance with the brake command, The deceleration degree indicating the difference between the deceleration indicated by the deceleration information and the actual deceleration of the train is calculated based on the value of the deceleration. The adjusting section adjusts the deceleration information used when calculating the brake command in accordance with the deceleration rate calculated by the deceleration rate calculating section. The control command calculating section calculates the brake command of the train so that the train stops at the target position based on the deceleration information and the position and speed of the train.

BRIEF DESCRIPTION OF DRAWINGS FIG. 1 is a diagram illustrating a configuration of a vehicle control system according to an embodiment. FIG.
2 is a diagram illustrating a deceleration corresponding to a brake command by the deceleration characteristic model of the embodiment.
3 is a diagram illustrating the correspondence relationship between the brake command, the deceleration, and the deceleration by the first deceleration characteristic model when the regenerative brake of the embodiment is operating.
4 is a diagram illustrating the correspondence relationship between the brake command, the speed, and the deceleration by the second deceleration characteristic model when the air brake of the embodiment is operating.
5 is a flowchart showing a stop control procedure in the train control apparatus according to the embodiment.

Hereinafter, a train control system according to an embodiment based on the present invention will be described with reference to the drawings.

1 is a diagram exemplifying the configuration of a vehicle control system of the present embodiment. As shown in Fig. 1, the vehicle control system includes a train 1, a rail 190, and an ATC terrestrial apparatus 180.

Between the rails 190, a ground box 191 is provided. The ground box 191 stores point information and enables transmission of signals between the vehicle 1 and a car 15 mounted on the train 1.

The ATC ground device 180 detects the presence or absence of a train re-line in each occlusion section via a rail (track circuit) 190 and outputs a signal presentation in accordance with the re- To the ATC onboard device (140).

The train 1 is provided with a TG (speed generator) 150, a motor 161, an air brake device 160, a water heater 152, and a car box 151. The train 1 is driven / braked by the motor 161 and the air brake device 160 so as to run on the rail 190. Further, the motor 161 makes braking possible as a regenerative brake.

In the train 1, a speed position detecting section 120, an ATC onboard device 140, a drive / braking control device 130, and a train control device 100 are provided.

The speed position detection section 120 detects the speed and position of the train 1 based on the pulse signal output from the TG 150 and the point information received via the car box 151 from the paper box 191 do.

The ATC onboard device 140 outputs a brake command to the drive / braking control device 130 for suppressing collision or derailment of the train 1 with the preceding train. When the ATC onboard device 140 receives a signal presentation from the ATC terrestrial apparatus 180 via the hydrophone 152, the ATC onboard device 140 determines the speed limit based on the signal presentation and the speed limit detected by the speed position detection unit 120 And outputs a brake command to the drive / braking control device 130 when the speed of the train 1 exceeds the limit speed.

The drive / braking control device 130 is configured to control the braking command from the ATC onboard vehicle 140, the backward command / brake command from the train control device 100, and the backward command / brake command from the main controller (master controller) And controls the motor 161 and the air brake unit 160 based on the command / brake command.

The train control apparatus 100 includes a condition storage unit 101, a vehicle characteristic model storage unit 102, a characteristic parameter storage unit 103, a control command calculation unit 104, a deceleration ratio calculation unit 105, a characteristic parameter adjustment unit 106, and a brake determination unit 107. [ The train control device 100 calculates the brake command for stopping the train 1 at the predetermined predetermined position (stop target position) using the above configuration, and outputs the brake command to the drive / braking control device 130. Further, the train control apparatus 100 may calculate a backward command / brake command to travel between the stations while keeping the speed limit.

The condition storage unit 101 stores route information and driving information. The route information includes the gradient of the route, the curve (radius of curvature), the speed limit information of each occlusion section, the occlusion length (distance of the occlusion section) and the linear information (arrangement of the occlusion section). The driving information includes a stop target position for each station, a stopping station for each operation type, and a predetermined running time between the stations.

The vehicle characteristic model storage unit 102 stores vehicle information. The vehicle information includes the characteristics of the acceleration / deceleration (acceleration characteristic model and deceleration characteristic model), air resistance information, gradient resistance information (acceleration characteristics), and the like of the train 1, the weight of the train 1, the weight of the train 1, , Curve resistance information, and major shift start speed and end speed.

The deceleration characteristic model includes the specified deceleration, wasted time, and time constant corresponding to each brake command (notch), and is stored for each type of brake. In the present embodiment, the first deceleration characteristic model used when the regenerative brake is applied and the second deceleration characteristic model used when the air brake is applied are stored. The first deceleration characteristic model can be combined with the first characteristic parameter described later to derive the deceleration of the train 1 in consideration of the response delay when the regenerative brake is applied to the motor 161 in accordance with the brake command . By combining the second deceleration characteristic model with the second characteristic parameter to be described later, it is possible to derive the deceleration of the train 1 in consideration of the response delay when the air brake is applied to the air brake device 160 in accordance with the brake command have.

The air resistance information is information indicating the deceleration by the air resistance based on the speed of the train 1, the gradient resistance information is information indicating the deceleration by the gradient resistance based on the gradient, the curve resistance is the deceleration As shown in Fig.

The characteristic parameter storage unit 103 stores characteristic parameters for the respective regenerative brakes and air brakes. The characteristic parameter is a parameter for correcting and using the deceleration characteristic model stored in the vehicle characteristic model storage section 102 so as to be close to the actual deceleration characteristic of the train 1. [ In this embodiment, the first characteristic parameter for the regenerative braking and the second characteristic parameter for the air brake are stored.

The present embodiment describes an example in which information obtained by combining a characteristic parameter and a deceleration characteristic model is used as deceleration information indicative of a deceleration of a train when a brake is applied. However, the deceleration information may be classified into a characteristic parameter and a deceleration characteristic model But the present invention is not limited thereto. For example, instead of the deceleration characteristic model being copied from the vehicle characteristic model storage unit 102 to the characteristic parameter storage unit 103 so that the characteristic parameter adjustment unit 106 adjusts the decelerated characteristic model to be copied And the deceleration of the train may be obtained only by the adjusted deceleration characteristic model.

The control command calculation unit 104 calculates the speed and position of the train 1 detected by the speed position detection unit 120 and the route information and the travel information read from the condition storage unit 101 and the vehicle characteristic model storage unit 102 And a characteristic parameter read out from the characteristic parameter storage unit 103. The brake command for stopping the train 1 at the stop target position is calculated based on the vehicle information read from the characteristic parameter storage unit 103 and the characteristic parameter read from the characteristic parameter storage unit 103. [ Whether to use the first deceleration characteristic model and the first characteristic parameter or the second deceleration characteristic model or the second characteristic parameter is based on the determination result of the brake determination section 107. [ As described above, the control command calculating section 104 of the present embodiment calculates the control command based on the speed and position of the current train 1, the deceleration characteristic model, and the characteristic parameter, 1) is stopped, the brake command of the train (1) is calculated.

The deceleration ratio calculating section 105 calculates the deceleration ratio indicating the difference between the deceleration by the actual brake and the deceleration calculated based on the deceleration characteristic model when the brake is applied in response to the brake command. The deceleration ratio calculating section 105 of the present embodiment calculates the deceleration ratio by another method depending on which of the air brake and the regenerative brake is engaged. In the present embodiment, the deceleration ratio is calculated in consideration of the gradient of the train 1, the curve and the air resistance. However, the curve resistance of the train 1 may not necessarily be used.

The characteristic parameter adjustment section 106 is one of the deceleration information for deriving the brake command and stores the characteristic parameter (the first characteristic parameter or the second characteristic parameter) stored in the characteristic parameter storage section 103 as the deceleration rate calculation section 105 according to the deceleration ratio. Specifically, the characteristic parameter adjustment section 106 reflects the deceleration ratio calculated by the deceleration ratio calculation section 105 at a predetermined ratio to the characteristic parameter. For example, when the rate of reflection is 20% and the initial value of the characteristic parameter is 1x (in other words, the deceleration rate of the deceleration characteristic model is assumed to be generated), the deceleration rate is 0.9 times , 0.98 times and 0.93 times, the characteristic parameter adjustment section 106 sets the characteristic parameters to 1+ (0.9-1) * 0.2 = 0.98 times, 0.98+ (0.98-0.98) * 0.2 = 0.98 times , 0.98+ (0.93-0.98) * 0.2 = 0.97 times. In the present embodiment, the first characteristic parameter is adjusted when the brake determination section 107 determines that the regenerative brake is in operation, and the second characteristic parameter is adjusted when it is determined that the air brake is in operation.

The deceleration ratio calculated by the deceleration ratio calculating unit 105 is an example of the deceleration degree indicating the difference between the actual deceleration of the train 1 and the deceleration of the train 1 calculated on the basis of the deceleration characteristic model For example, the difference may be represented by the deviation instead of the ratio. In that case, the characteristic parameter is also adjusted as an index indicating the deviation of the deceleration. It is also possible to calculate the ratio or deviation of the wasted time or the time constant of the deceleration characteristic model in the deceleration ratio calculating section 105 by setting the corresponding characteristic parameter so that the ratio of the wastage time and the time constant in the characteristic parameter adjusting section 106 The characteristic parameter may be adjusted.

The brake determination portion 107 determines which of the regenerative brake and the air brake is operating based on the regeneration effective signal from the driving / braking control device 130. [

Further, the train control apparatus 100 includes a target speed calculating section for traveling between the stations in accordance with the speed limit, and a travel plan calculating section for traveling the station during a predetermined time. The control command calculating section 104 calculates, A reverse command / brake command for driving the train to the next station in accordance with the speed or the travel plan may be calculated.

Next, control for stopping the train 1 at the stop target position by the train control apparatus 100 will be described. When the train 1 travels between the stations and approaches the next arrival station, the control command calculation unit 104 starts the stop control of the stationary position. In the travel until the start of the exact stop control, the driver may output the reverse command / break command by operating the master controller, and the control command calculating section 104 A reverse command / brake command may be calculated, and the control command calculating unit 104 may calculate a reverse command / brake command in accordance with the travel plan.

For example, when the remaining distance to the stop target position of the next stopping station is equal to or smaller than a predetermined value, and the speed and position of the train 1 detected by the speed position detecting unit 120 is equal to or greater than the target deceleration pattern Or based on whether or not the speed and position of the train 1 detected by the speed position detection unit 120 and the stop position predicted from the predetermined brake command are close to the stop target position.

After starting the actual stop control, the control command calculation unit 104 calculates a brake command for stopping the train 1 at the stop target position. For example, the control command calculator 104 may calculate the brake command so that the speed of the train 1 follows the target deceleration pattern, or calculate the speed command, the speed command, and the speed of the train 1 detected by the speed position detector 120 The break command is calculated so that the difference between the stop position predicted from the current break command and the stop target position becomes small.

Fig. 2 is a diagram illustrating the deceleration by the deceleration characteristic model corresponding to the brake command and the brake command in the deceleration characteristic model of the present embodiment. In the deceleration characteristic model, the change in the deceleration can be expressed as a first-order delay response, and the deceleration? 1 corresponding to the time t1 after the brake command is changed can be calculated.

When the brake command is changed, the deceleration is changed toward the specified deceleration corresponding to the brake command after the lapse of the wastage time t11 from the change of the brake command. The time from the elapse of the waste time t11 to the time when the amount of change in the deceleration reaches about 63% from the prescribed deceleration corresponding to the brake command after the change is the time constant t12. The specified deceleration, wastage time t11, and time constant t12 corresponding to each brake command (notch) are set in advance in the deceleration characteristic model, based on the design specification or the measurement result in the characteristic measurement test. By multiplying the deceleration of the deceleration characteristic model by the characteristic parameter, it is possible to calculate the deceleration in consideration of the degree to which the actual brake is heard.

In other words, by using the deceleration characteristic model and the characteristic parameter, the deceleration corresponding to the brake command of the train 1 can be calculated. The control command calculating unit 104 of the present embodiment calculates a brake command for stopping the train 1 at the stop target position in consideration of the calculated deceleration. Thereby, stop control to the stop target position can be realized.

As described above, in the present embodiment, the vehicle characteristic model storage unit 102 and the characteristic parameter storage unit 103 are provided with the first deceleration characteristic model and the first characteristic parameter, the second deceleration characteristic model and the second characteristic parameter Is stored. In the present embodiment, when the regeneration valid signal 'ON' is transmitted from the driving / braking control device 130, it is determined that the regenerative brake is operating by the brake judgment portion 107, and the control command calculation portion 104 Uses the first deceleration characteristic model and the first characteristic parameter to calculate a brake command. On the other hand, when the regeneration valid signal 'OFF' has been transmitted from the driving / braking control device 130, it is determined that the air brake is operating by the brake determination portion 107, 2 Deceleration characteristic model and second characteristic parameter are used to calculate a brake command.

Next, the adjustment of the characteristic parameter performed when the brake is applied in response to the brake command will be described. First, the adjustment of the first characteristic parameter performed when the regenerative brake is applied will be described.

3 is a graph showing the relationship between the brake command and the deceleration calculated from the speed of the train 1 in the case where the regenerative brakes are operated according to the present embodiment in terms of deceleration by various resistances (gradient resistance, curved resistance and air resistance) And the corresponding relationship between the deceleration by the first deceleration characteristic model. And the regenerative brakes are actuated in accordance with the brake command shown in (1). In this case, (2) represents a value obtained by subtracting the deceleration by various resistances (gradient resistance, curved resistance, and air resistance) from the deceleration calculated based on the detected speed of the train 1. [ 3 shows the deceleration calculated from the first deceleration characteristic model corresponding to the brake command shown in (1).

The deceleration rate calculating unit 105 of the present embodiment determines that the deceleration rate is higher than the deceleration rate when the brake command of the control command calculating unit 104 is maintained for a predetermined time or longer, It is determined that the change of the road is stable and the deceleration is calculated from the speed change of the train 1 detected by the speed position detecting unit 120 and the deceleration by the gradient resistance, The deceleration rate? T by the brake command is calculated. Further, the deceleration rate calculating section 105 extracts, from the first deceleration characteristic model, the specified deceleration rate? M corresponding to the brake command.

Then, the deceleration rate calculating unit 105 calculates a deceleration rate? T based on the actual speed and a rate (hereinafter referred to as deceleration ratio) indicating the difference between the deceleration? M based on the first deceleration characteristic model.

The characteristic parameter adjusting section 106 then sets the deceleration ratio calculated by the deceleration ratio calculating section 105 to a predetermined characteristic parameter in the first characteristic parameter when determining that the regenerative braking is being operated by the brake determining section 107 And adjusts to reflect the ratio. Variations in the characteristics of the regenerative brakes are due to environmental factors such as individual differences per run and rainfall. Therefore, the calculation of the deceleration ratio and the adjustment of the characteristic parameters are repeated while the brake command is held for a predetermined time to stabilize the deceleration (t2 in Fig. 3), whereby the fluctuation of the deceleration characteristic due to environmental factors such as rainfall A combination of the deceleration characteristic model and the characteristic parameter close to the actual deceleration characteristic can be obtained. Further, as the exact stop control is repeated, the deceleration characteristic model and the characteristic parameter close to the actual deceleration characteristic can be obtained by absorbing the variation due to the individual difference.

When it is determined by the brake determination section 107 that the regenerative braking operation is being performed, the control command calculation section 104 calculates the first brake characteristic value by using the first deceleration characteristic model and the adjusted first characteristic parameter, When the command is output, the deceleration to be generated by the train is calculated. That is, for the brake command (notch) to be outputted, the deceleration in the first deceleration characteristic model when switching to the brake command is obtained and multiplied by the characteristic parameter 1 (1.1 times, 0.95 times, etc.) The deceleration to be generated is calculated. Based on the calculated deceleration and the position and speed of the train 1, the control command calculating unit 104 calculates a brake command to be outputted so that the train 1 stops at the stop target position.

However, compared with the regenerative brakes, the air brake has a large fluctuation and is likely to occur. Therefore, particularly when the deceleration of the air brake is slightly shaken after the deceleration in the latter half of the deceleration, if the brake command is maintained until the change of the deceleration is stabilized to adjust the characteristic parameter, There is a possibility that the speed will be too low compared to the remaining distance. In this case, there is a possibility that not only the ride comfort is bad but also the running time is shortened by shortening the stop command even when the brake command is weakened, weakening the brake command until the brake command is almost canceled, and proceeding the remaining stroke at low speed. However, if the brake command is weakened while the brake command is not maintained for a certain period of time in order to alleviate the slow speed, the characteristic parameter can not be adjusted, and the actual deceleration of the train 1, the deceleration characteristic model, , There is a possibility that a deviation occurs between the deceleration corresponding to the brake command, and an appropriate brake command can not be calculated, and the stop position accuracy may be lowered. Thus, in the present embodiment, the calculation method of the deceleration degree of the brake (for example, the deceleration ratio) is made different when the regenerative brakes are used and when the air brakes are used.

More specifically, when it is determined that the air brake is operating by the brake determination unit 107, the deceleration rate calculation unit 105 calculates the deceleration rate based on the speed position detection unit 120 , And the integral value obtained by integrating the deceleration by the second deceleration characteristic model corresponding to the brake command into the predetermined time, the deceleration ratio is calculated. The deceleration ratio is an example of the degree of deceleration of the brake indicating the difference between the deceleration by the second deceleration characteristic model and the actual deceleration of the train 1. [

The present embodiment describes an example of calculating the difference in deceleration as a deceleration rate as a ratio, but it may be a method capable of calculating the difference in deceleration (deceleration of the brake) such as a deviation.

Then, the characteristic parameter adjustment section 106 of the present embodiment adjusts the second characteristic parameter based on the deceleration ratio. In the present embodiment, it is possible to adjust the second characteristic parameter regardless of whether the change in deceleration corresponding to the brake command is stable or not by the method.

Fig. 4 is a diagram illustrating the correspondence relationship between the brake command, the detection speed of the train 1, and the deceleration rate by the second deceleration characteristic model when the air brake of the present embodiment is operating. As shown in Fig. 4, the air brake is operated by the air brake device 160 in accordance with the brake command shown in (1). (2) shows the deceleration calculated from the second deceleration characteristic model corresponding to the brake command shown in (1). (3) shows the speed of the train 1 detected by the speed position detecting section 120.

Incidentally, the speed of the train 1 detected by the speed position detecting section 120 is shifted by a time required for detection or the like compared with a brake command. Therefore, in the present embodiment, the deceleration based on the actual speed is compared with the integrated value of the deceleration calculated from the second deceleration characteristic model in consideration of the deviation. Specifically, the range for integrating the deceleration calculated from the second deceleration characteristic model by the detection delay t4 seconds of the detected speed by the moving average processing of the TG pulse number is defined as a range for calculating the deceleration based on the actual speed .

In the present embodiment, as shown in (2), the deceleration rate calculating section 105 calculates the deceleration rate at the time t3 + t4 (t4 is the time corresponding to the detection delay, which is calculated from the second deceleration characteristic model and the second characteristic parameter) ) Seconds before the time t4 seconds before, and calculates the deceleration S1 of the predetermined time (time t3 + t4 seconds before to t4 seconds before) as the integral value.

(3), the deceleration rate calculating section 105 calculates the deceleration rate, which is the difference between the speed V1 of the train 1 detected at time t3 seconds before and the speed V2 of the train 1 detected at the current time dV. Also, the deceleration amount by the gradient resistance and the curve resistance and the deceleration amount by the air resistance are calculated.

4 shows the deceleration by the gradient resistance and curve resistance calculated on the basis of the route information stored in the condition storage unit 101 and the train position detected by the speed position detection unit 120. [ The deceleration rate calculating unit 105 calculates the deceleration rate based on the position of the train 1 from the time t3 + t4 seconds before to the time t4 seconds before, based on the route stored in the condition storage unit 101 From the information, the gradient / curved line running on the train 1 is read to calculate the gradient resistance and curve resistance. Then, the deceleration rate calculating unit 105 integrates the deceleration by the gradient resistance and curve resistance from the time t3 + t4 seconds to the time t4 seconds before, and calculates the deceleration S2.

5 shows the deceleration by the air resistance calculated based on the air resistance information based on the speed of the train 1 detected by the speed position detecting portion 120. [ The deceleration rate calculating unit 105 integrates the deceleration caused by the air resistance of the train 1 from the time t3 seconds before to the current time to calculate the deceleration S3.

Then, the deceleration rate calculating section 105 calculates the deceleration rate by subtracting the deceleration amount by the gradient resistance, the curve resistance and the air resistance from the deceleration amount by (dV-S2-S3) / S1, And the deceleration amount calculated from the second deceleration characteristic model to calculate the deceleration ratio. In the present embodiment, the description has been given of the example in which the predetermined time while the air brake is applied is set to t3 seconds and integrated in t3 seconds. However, the time t3 is set to an appropriate time according to the embodiment.

The characteristic parameter adjusting section 106 adjusts the second characteristic parameter by using the deceleration ratio calculated by the deceleration ratio calculating section 105 when it is determined by the brake determining section 107 that the air brake is operating do. The fluctuation of the characteristic of the air brake is caused by the flow rate characteristics of the compressed air accompanying the valve operation and the fluctuation of the frictional force when the braking person is pressed against the wheel tread surface or the brake disk. There is another tendency. Therefore, regardless of whether the deceleration is changed or not, the degree of hearing of the immediately preceding brake (the deceleration ratio) is calculated and the second characteristic parameter is adjusted using the degree of hearing (the deceleration ratio) .

When it is determined by the brake determination section 107 that the air brake is in operation, the control command calculation section 104 calculates the brake operation amount by using the second deceleration characteristic model and the adjusted second characteristic parameter, When the command is output, the deceleration to be generated by the train is calculated. That is, for the brake command (notch) to be outputted, the deceleration in the second deceleration characteristic model when switching to the brake command is obtained and multiplied by the characteristic parameter 2 (1.1 times, 0.95 times, etc.) The deceleration that will occur naturally is calculated. Then, based on the calculated deceleration and the position and speed of the train 1, the control command calculating unit 104 calculates a brake command to be outputted for stopping at the stop target position. This makes it possible to detect a change in the deceleration characteristic immediately after the change of the brake command or major shift and to calculate an appropriate brake command so that the deterioration of the stop position accuracy and the riding comfort can be prevented even if the deceleration characteristic is varied.

Next, the stop control procedure in the train control apparatus 100 will be described. 5 is a flowchart showing the procedure of the above-described process in the train control device 100 of the present embodiment.

First, the control command calculating unit 104 determines whether to start the stop control based on the speed and the position of the train 1 detected by the speed position detecting unit 120 (S501). If it is determined that the stop control is not to be started (S501: "NO"), control is performed again from S501.

On the other hand, when it is determined that the stop control is to be started (S501: Yes), the control command calculating unit 104 determines whether or not the control is based on the air brake based on the determination result by the brake determination unit 107 S502). (S502: NO), the deceleration rate calculating section 105 calculates the deceleration rate by the first deceleration characteristic model corresponding to the brake command outputted up to the previous control period , The deceleration ratio based on the detected speed of the train 1, the deceleration by the air resistance, and the deceleration by the gradient resistance and the curve resistance are calculated (S503).

Then, the characteristic parameter adjustment section 106 adjusts the first characteristic parameter by reflecting the calculated deceleration ratio at a predetermined ratio (S504). Thereafter, the control command calculation unit 104 calculates a brake command by referring to the first deceleration characteristic model and the first characteristic parameter (S505). Then, the calculated brake command is outputted to the driving / braking control device 130. Thereafter, the process transitions to S509.

On the other hand, when the control command calculating section 104 determines that the control by the air brake is based on the determination result by the brake determination section 107 (S502: Yes), the deceleration rate calculating section 104 calculates The integration of the deceleration by the second deceleration characteristic model corresponding to the brake command outputted up to the control period, the deceleration by the air resistance, and the integration of the deceleration by the gradient resistance and the curve resistance, The deceleration ratio is calculated (S506).

Then, the characteristic parameter adjustment section 106 adjusts the second characteristic parameter by reflecting the calculated deceleration ratio at a predetermined ratio (S507). Thereafter, the control command calculation unit 104 calculates a brake command with reference to the second deceleration characteristic model and the second characteristic parameter (S508). Then, the calculated brake command is outputted to the driving / braking control device 130. Thereafter, the process transitions to S509.

The control command calculation unit 104 determines whether the train 1 is stopped (S509). If it is determined not to be stopped (S509: "NO"), the process starts again from S502. On the other hand, when it is judged that it is stopped (S509: Yes), the process is terminated.

In the present embodiment, an example in which the method of calculating the deceleration ratio is made different between the regenerative brakes and the air brake is described, but the method of calculating the deceleration ratio is not limited to being different. For example, the method of calculating the deceleration ratio for air brake shown in the present embodiment may be applied to other brakes such as regenerative brakes.

In the train control device 100 of the present embodiment, by providing the above-described configuration, the brake command is not held until the deceleration is stabilized, and the deceleration of the brake is estimated immediately after the brake command change or major change Therefore, it is possible to calculate an appropriate brake command, so that even if the deceleration characteristic is varied, the stop position accuracy and the ride comfort can be prevented from deteriorating. Further, it is possible to stabilize the train operation by preventing the delay caused by the stop position correction by stopping the train in accordance with the groove door position stably without depending on the skill of the driver, thereby reducing the driver burden when the stop control is performed .

Although several embodiments of the present invention have been described, these embodiments are provided by way of example and are not intended to limit the scope of the invention. These new embodiments can be implemented in various other forms, and various omissions, substitutions, and alterations can be made without departing from the gist of the invention. These embodiments and their modifications are included in the scope and spirit of the invention, and are included in the scope of the invention described in the claims and their equivalents.

Claims (7)

A storage unit for storing deceleration information indicating a deceleration of the train when a brake is applied in accordance with a brake command;
A detection unit for detecting the speed of the train,
The deceleration of the speed of the train detected by the detection unit and the deceleration indicated by the deceleration information corresponding to the brake command at a predetermined time while the brake is applied in accordance with the brake command is integrated A deceleration rate calculating unit that calculates a deceleration rate indicating a difference between a deceleration indicated by the deceleration information and an actual deceleration rate of the train based on a value of the deceleration rate,
An adjustment unit that adjusts the deceleration information used when calculating the brake command in accordance with the deceleration rate calculated by the deceleration rate calculation unit;
A control command calculating section for calculating a brake command of the train so that the train stops at a target position based on the deceleration information and the position and speed of the train;
And the train control device. The information processing apparatus according to claim 1, wherein the storage further stores route information of a train,
Wherein the deceleration ratio calculating unit calculates a deceleration ratio based on a deceleration of the speed of the train detected by the detecting unit, a value obtained by integrating the deceleration represented by the deceleration information corresponding to the brake command into the predetermined time, Calculating a deceleration degree based on a deceleration amount of the vehicle by a gradient or a curve calculated on the basis of the deceleration of the vehicle,
Train control device. The air conditioner according to claim 1 or 2, wherein the storage further stores air resistance information based on the speed of the train,
Wherein the deceleration ratio calculating section calculates a deceleration ratio of the train detected by the detecting section at the predetermined time and a value obtained by integrating the deceleration indicated by the deceleration information corresponding to the brake command into the predetermined time And calculating the deceleration degree based on the vehicle deceleration amount by the air resistance calculated based on the air resistance information based on the speed of the train detected by the detection section,
Train control device. 4. The control device according to any one of claims 1 to 3, wherein the adjustment unit further integrates the deceleration indicated by the deceleration information into the predetermined time, and at the same time, deviates from the predetermined time by a detection delay of the speed And a control unit that calculates a deceleration amount of the speed of the train detected by the detection unit,
Train control device. 5. The train according to any one of claims 1 to 4, further comprising a judging section for judging a brake operating among the air brake and the regenerative brake,
The storage section stores first deceleration information to be referred to when the brake is controlled by the regenerative brake and second deceleration information to be referred to when the brake is controlled by the air brake,
Wherein the adjustment unit adjusts either the first deceleration information or the second deceleration information according to the determination result by the determination unit,
Train control device. 6. The brake control apparatus according to claim 5, wherein the deceleration ratio calculating section calculates the deceleration ratio based on the deceleration indicated by the first deceleration information and the speed of the train detected by the detecting section when the brake command is maintained for a predetermined time or longer A deceleration degree of the speed of the train detected by the detecting section and a deceleration indicated by the second deceleration information corresponding to the brake command are calculated based on the deceleration to the predetermined time To calculate a deceleration degree,
Train control device. The braking device according to claim 5 or 6, wherein the determination unit further determines a braking operation of the air brake and the regenerative braking based on a signal output from the braking control device for controlling the braking,
Train control device.

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